Rail connection for drawbridges.



PATENTED APR. 5, 1904.

RT. KELLY. RAIL commcnou FOR DRAWBRIDGES;

APPLICATION FILED NOV. 10, 1903.

2 SHEETS-SHEET 1- K0 IODEL.

Witnesses No. 756,651. PATENTBD APR. 5, 1904.

I F. I. KELLY.

RAIL CONNECTION FOR DRAWBRIDGES.

APPLICATION FILED n0v. 1o, 1903.

no 10mm. Ham's-sum 2.

L 301i \w 3, /gj 51 2 /5; 5/ 2a Patented April 5, 1904.

PATENT OFFICE.

FRANCIS T. KELLY, OF PHILADELPHIA, PENNSYLVANIA.

RAIL CONNECTION FOR DRAWBRIDGES.

SPECIFICATION forming part of Letters Patent No. 7 56,651 dated April 5, 1904.

Application filed November 10, 1903. Serial No. 180,533- (No model.)

To (M whom it may concern:

Be it known that I, FRANCIS T. KELLY, a citizen of the United States, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements in Rail Connections for Drawbridges, of which the following is a specification.

My invention relates to certain new and useful improvements in rail connections for drawbridges and the like, of which the following is a full, clear, and exact description.

The object of my invention is to provide a connection between the ends of track-rails which will overcome the usualjolting to which a car passing thereover is usually subjected.

A further object of my invention is to provide a rail connection which can be readily parted to permit the opening of the bridge and one which is adapted to be used wherever one rail must be moved with relation to another in closing the space therebetween.

A still further object of my invention is to provide a rail connection which will be strong, simple, comparatively cheap to manufacture, and easy to operate.

In carrying out my invention I provide the track-rails of the draw-section at one end with a bridge piece or rail pivoted thereto and adapted to connect with the adjacent rails on the bridge proper when the bridge is closed, suitable mechanism being employed to raise the bridge-piece when it is desired toopen the draw.

Referring to the drawings forming a part of this specification, reference will be had to the several views, wherein like characters of reference denote corresponding parts throughout the several views, in which Figure l is a top plan fragmentary view of one end of a bridge-draw and bridge proper, showing my bridge connecting the ends of the rails thereof. Fig. 2 is aside elevation of the same, showing the bridge in its raised position and operating mechanism therefor. Fig. 3 is a vertical section through Fig. 1 on lines m :0. Fig. i is a vertical section through the draw-section, showing the outer operating shaft and levers. Fig. 5 is a similar view of the inner operating-shaft, showing the application of a capstan in lieu of the preferred operating-lever. Fig. 6 is an end View of one of the draw-rails.

Reference-numeral 1 designates the drawsection; 2,the bridge proper; 8, the draw-rails; 4, the rails of the bridge proper, and 5 the connecting-rail between rails 3 and I. The connecting-rail is pivoted to the web of one end of the rails 3 by pin 6, which latter passes through the rail-web, the extension 7 on the connectingrails, and the supporting-boxes 8. The latter are provided with openings 9, through which extension 7 projects to connect with the operating mechanism. A flange 10 is provided on the supporting-boxes 8, as well as on the boxes 11 of the bridge proper, to guide the connectingrail into its proper position, as well as to prevent any lateral displacement of the same when in position for a car to pass thereover. It will be observed that the connecting-rail and bridge-rail 4 have their adjacent ends tapered. This is to prevent any jolting to the car, for the reason that the car-wheels enter one rail before passing from the other, and no disagreeable effect is produced by reason of the small space .9 between the rails, which is practically impossible to overcome. Acting in conjunction with flanges 10 for guiding and securing rails 5 into position is a tapered lug 12 on the under face of the rail 5, which seats in a registering recess 13 in the supporting-boxes 11. It will be observed that the inner end of the connecting-rail 5 is bevel, as at 14, and that the tread of the rail 3 is cut away and correspondingly beveled, as at 15. This is to insure a positive and smooth connection between rails8 and 5, as will be readily understood. 16 indicates the base of the connecting-rail, which projects laterally therefrom and when in a lowered position rests on the boxes 8 and 11. jects rearwardly from this base, being of less Width and at right angles thereto. This. extension is provided with an arm 17, which is reduced, as at 18, to permit it to be pivoted between the furcations 19 in the upper end of the link 20. The said link 20 is also reduced at its lower end to allow the same to enter the The extension 7 proslotted end of the lever-arms 21 and to be pivt'rally on shaft 24 is disk 26, which is connected with a similar disk 27 on shaft 23 by a rod 28. The said lever-arms 21 are also mounted on the ends of shaft 23.

For operating the above-described mechanism I may employ either a lever 29 or capstan 30, but prefer the lever, as the same is cheaper and more quickly operated than the capstan. However, when my improvements are used on long bridges, requiring more power to operate the same,'I then use the capstan. Where the lever 29 is employed, it is secured in any suitable manner to the shaft 24 on one side of the draw and operates in cut-out portion 31'. Spanning this cut-out portion is a notched plate 32 for locking the lever in its open or closed position through the agency of double dog 32, pivoted on lever 29. When the capstan is employed, as shown in Fig. 5, bevel-gears 33 and 34 are employed to transmit motion from the shaft 35 of the capstan 30 to the shaft 24, a dog 36 being employed to act as dog 32 on lever 29.

Having fully described the details of construction, I will proceed to set forth the operation thereof.

Assuming that the draw is in its closed position and it is desired to open the same, motion is imparted to shaft 24 by the draw-tender either by throwing the lever 29 and locking the same or turning the capstan, as the case may be. As the shaft 24 turns the disk 26 is also caused to turn through the medium of rod 28. Accordingly the ends of the lever-arms 21 on shaft 23 are thrown downward to the position shown in Fig. 2, pulling with them the arms 17 on extension 7 through the medium of link 20, causing the extension 27 to swing=on its pivot 6, thereby raising the con' necting-rails 5 to permit the draw to swing. When the draw is returned to its normal position by throwing the lever 29 or capstan, according to which is employed on the respective bridge, the connecting-rail is dropped,

effectively bridging the space between the draw and bridge rails.

It will be understood that I may make changes in the details of my invention wholly within the scope and without departing from the spirit thereof.

Having fully described my invention, what I'claim as new and useful, and desire to secure by Letters Patent, is

1. In adevice of the character described, the combination with the draw rails and the bridge-rails, of a connecting-rail pivoted to said draw-rails, and means for swinging the connecting-rail into and out of engagement with the bridge-rails.

2. In a device of the character described, in combination with the draw-rails and bridgerails, of a connecting-rail, shafts, a link connecting one of said shafts and said connectingrail, and operating means connected to one of said shafts for rocking said shafts.

3. In a device of the character described, in combination with draw-rails and bridge-rails having boxes on the sides thereof, connectingrails having an extension thereon, pivoted in the boxes of the draw-rails, shafts, disks secured centrally thereon, lever-arms on one of said shafts, links connecting said extension of the connecting-rails and saidlever-arms, a rod connecting said disks, and means connected to one of said shafts for operating the same.

4. In combination with the draw-rails and bridge-rails, each having beveled ends, of a connecting-rail having correspondingly-beveled ends, said connecting-rail being pivoted to said draw-rails, and adapted to normally connect the same with the bridge-rails, substantially as described. I

5. In a device of the character described, in combination with the rails of the draw and the bridge, pivoted means for normally connecting the rails, and means for swinging the pivoted means into and out of engagement with the, rails.

6. In a device of the character described, in combination with the rails of the draw and the bridge, pivoted means for normally connecting the rails, means for swinging the pivoted means into and out of engagement with the rails, and means for guiding and holding said pivoted means in position.

In testimony whereof I afiix my signature in presence of two witnesses.

FRANCIS T. KELLY.

Witnesses:

WALTER W. CALMORE, LOIS G. CALMoRE. 

